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Question 1

Primary controls

Answer 1

Elevator, rudder, ailerons

Question 2

Y primary controls

Answer 2

Change airflow/pressure distribution over airfoils

Question 3

Ailerons

Answer 3

Roll, yoke -> moves right aileron ^ left down = Dec lift on right wing

Question 4

Elevator

Answer 4

Pitch of lateral axis(front to back), tail end of the plane on the horizontal stabilizer, yoke back = elevator^ = downwards aerodynamic force bc tail goes down= pitch up

Question 5

Stabilator

Answer 5

Horizontal stabilizer and elevator that pivots from a central hinge

Question 6

canard

Answer 6

stabilator for front wings, elevator attatched to trialing edge of canard to control pitch

Question 7

rudder

Answer 7

yaw (when deflected into airflow, horizontal force is placed in opp direction called yaw) on vertical axis, doesn’t turn plane in air

Question 8

flight control effectiveness

Answer 8

inc w speed bc more airflow over surface=more control

Question 9

secondary flight controls

Answer 9

flaps, leading edge devices, spoliers, trim systems

Question 10

flaps

Answer 10

attatched to trailing edge of wing, used during approach/ landing to inc lift so u can land at steeper angle w out needing to inc ur speed

Question 11

4 forces

Answer 11

lift upward acting force, drag rearward acting force, weight downward acting force, thrust (foreward-acting ward force)

Question 12

forces r in equilibrium during

Answer 12

unaccelerated flight, can include middle of climb not beinning or end tho

Question 13

bernoulli’s principle

Answer 13

high speed flow (internal pressure of a fluid) is associated with low pressure and inverse

Question 14

bernoulli application

Answer 14

applies to curved/cambered airfoils/wings bc when air flows along upper wing surface it travels a gat distance in same time than lower wing surface airflow creating dec pressure and inc lift

Question 15

Canard

Answer 15

Like horizontal stabilizer but on front wings

Question 16

Angle of attack

Answer 16

Angle between chord line and relative wind direction

Question 17

Chord line

Answer 17

Straight line from leading to trailing edge of airfoil

Question 18

Relative wind direction

Answer 18

Wind relative to wing airfoil

Question 19

Stalls when

Answer 19

Any airspeed/altitude when crit AOA exceeded

Question 20

Stall speed

Answer 20

Airspeed correlates to air density so when stall u stall at same speed

Question 21

Spin

Answer 21

Aggravated stall where on wing less stalled, descend in corkscrew path, have to be stalled first

Question 22

TO DO

Answer 22

1.1,1.6

Question 23

Turn

Answer 23

Uses horizontal component of lift by using all primary controls

Question 24

Stable airplanes

Answer 24

Return to OG pos/alt after disturbance, requires less effort to control

Question 25

slotted flap

Answer 25

most common flap, igh pressure air from lower camber (opp of bournolli) is ducted (goes through a gap and out the top side) delaying airflow seperation

Question 26

delaying airflow seperation

Answer 26

dec drag, inc lift

Question 27

spoiler

Answer 27

high drag devices, inc drag, dec lift

Question 28

trim system

Answer 28

stop having to use constant control on flight controls, inc antiservo tabs, trim tabs, ground adjustable tabs (on the trailing edge of elevator), when set up it turns down so plane pitches up bc nose pitches up but tail pitches down

Question 29

longditudinal stability

Answer 29

depends on CG (center of gravity) and CL/CP (center of lift/pressure), chaning CP of wing affectts its aerodynamic balance and control

Question 30

advancing throttle

Answer 30

inc AOA and ground spped

Question 31

if CG exceeds CG limit

Answer 31

plane cant recover from stall, is less stable at all aispeeds, inc prossibility of inadvertent overstress

Question 32

power reduced

Answer 32

plane pitches down bc downwash on the elvators from propellor slipstream is reduced and elevator effectiveness is reduced (When the plane's power goes down, the wind hitting the back tail gets weaker, so the tail can't push up as hard, making the front of the plane tilt down.)

Question 33

downwash

Answer 33

air deflected backwards not downwards off airfoil (like when plane hovers over water and theres water ripples this is the downwashed air)

Question 34

Torque effect

Answer 34

Left leaning tendency, greatest at low speed/ high AOA/high power (takeoff) bc propellor spins one way so newton third law (action gets equal reaction) balances out the slight rotation

Question 35

P factor

Answer 35

Asymmetric propeller loading causes leftwards yaw at high AOA bc right side of propellor has a higher AOA= more thrust on right side

Question 36

Load factor

Answer 36

Additional (airplane weight + centrifugal force) carried by the wings, varies w speed and lift available, so low speed= less lift= less excess load

Question 37

Load factor at higher speeds

Answer 37

The greater the loaf the more lift required so u can stall at higher airspeeds when load is increased, but u always stall same airspeed in the end

Question 38

Bank angle

Answer 38

Angle a plane tilts sideways during a turn, measured in horizontal plane

Question 39

Inc bank angle

Answer 39

Inc load factor, bc the plane has to carry the load factor (plane + CENTRIFUGAL FORCE) which is bank angles difference between effective lift and total lift

Question 40

Bank angle chart

Answer 40

load factor=airplane weight * load factor w the bank angle u have

Question 41

Load factor (G units)

Answer 41

Multiple of the regular weight/ multiple of the force of gravity I.e. steady flight has load factor at 1.0, 60 degree bank angle is 2.0 bc centrifugal force adds, stall at a higher speed s inc load factor bc more lift is required for more weight

Question 42

Accelerated stall

Answer 42

When plans forced to stall at 2x normal stalling speed, load factor= 4G

Question 43

How to accelerated stall

Answer 43

Stall while turning quickly yi add extra force on the wings

Question 44

Velocity vs G-load’s graph

Answer 44

White lines (gusts of diff strengths against airspeed to show resultant load factor), A-J (stalling speed Vs), C-H (maneuvering speed Va), D-G (max structural cruising speed Vno), E-F (never exceed speed Vne), C-E (positive limit load factor), I-G-F (negative limit load factor), blue means stalling

Question 45

Limit load factor

Answer 45

Ratio (max sustainable load imposed vs airplane’s weight)

Question 46

Exceeding limit load factor/ Vne

Answer 46

Structural damage/failure

Question 47

Exceeding limit load factor/ Vne

Answer 47

Structural damage/failure

Question 48

Ground effect

Answer 48

Ground affecting airflow patterns affecting airplane

Question 49

Restricted vertical component of airflow

Answer 49

Affects wing’s upwash, downwash, and wingtip vortices

Question 50

Upwash

Answer 50

Air reflected off of wing ahead/up/forwards

Question 51

Wingtip vortices

Answer 51

Swirling airpatterns (vortex) created from tipless wing’s, drag/AOA reduced w lack of wingtip vortices (adding wingtip) bc it alters span-wise lift distribution

Question 52

Affect of Dec wingtip vortices

Answer 52

Dec drag, Dec AOA so in ground effect a higher AOA is needed for same lift coefficient, or in steady flight regular AOA=inc lift

Question 53

When ground effect

Answer 53

Less than air span above the ground

Question 54

Ground effect cause

Answer 54

In ground effect, there’s less drag, more lift causing floating on landings (longer landings), or it can become airborne without the airspeed to do so above ground effect (if using insufficient speeds when out of ground effect u will have more drag causing hazards/marginal initial performance loss/come back to the runway)